Burner-regulator.



No. 781,832. PATENTED FEB. 7, 1905. H. LEMP. BURNER REGULATOR.

APPLICATION FILED NOV. 17,1900.

2 SHEETS-SHEET 1.

" P m a Hermann Lamp N0. 781,832. PATENTED FEB. '7, 1905. H. LEMP.

BURNER REGULATOR.

APPLICATION FILED NOV. 17,1900.

2 SHEETS-SHEET 2.

II I a P Q Hermann Lem 2 6/1/014 4/ fa) J Q6v4 UNITED STATES Patented February '7, 1905.

PATENT FFICE.

HERMANN LEMP, OE LYNN, MASSACHUSETTS, ASSIGNOR, BY MESNE AS- SIGNMENTS, TO GENERAL ELECTRIC COMPANY, A CORPORATION OF NEIV YORK.

BURNER-REGULATOR.

SPECIFICATION forming part of Letters Patent No. 781,832, dated February 7, 1905.

Application filed November 17,1900- Serial No. 36,867.

Be it lcnown that I, H ERMANN Lanna citizen of the United States, residing at Lynn, county of Essex, State of Massachusetts, have invented certain new and useful Improvements in Burner-Itegulators, of which the following is a specification.

The present invention relates to burner-regulators designed more particularly for use in connection with steam-automobiles, wherein it is desired to reduce the flame to the least possible amount when the vehicle is standing idle or is not consuming steam.

My invention has for its object to provide a simple and efficient secondary regulator for the burner in addition to the main regulator that varies the fuel-supply in accordance with the demands of the engine while the vehicle is in operation, which secondary regulator is so arranged that the flame is automatically varied as the carriage is started and stopped, and this without thought on the part of the operator.

In carrying out my invention I provide the burner with an opening through which the vapor passes and a needle-valve which enters the opening when the vehicle is at rest or is not taking steam. This needle-valve is not ordinarily employed to regulate the flame as the demands on the engine and boiler change, but comes into play only under certain comlitions.as will be hereinafter specilied. Three means ofattaining this result are shown. The lirst contemplates the regulation of the needle-valve by means of the steam-pressure between the throttle and the engine, whereby the needle is withdrawn when the engine is taking steam and is inserted in the burner when no steam is being drawn. The second contemplates utilizing a mechanical connection between the throttle-handle and the needle-valve, which is so arranged that the instant steam is admitted to the engine the needle is withdrawn. On the other hand,

when the throttle is closed the needle is automatically inserted in the burner-opening,leaving only a small flame to keep the parts hot. The third contemplates utilizing the reversing device of the engine, and in this instance a mechanical connection is employed between 5 the reversinghandle and the needle-valve. I \Yith this arran ement when the reversinghandle is in the stop position the needle is forced into the opening in the burner, and I when the remrsing-handle ismoved either side of the stop position the needle is withdrawn. In all of the controlling devices referred to the needle is not employed for regulating the supply of fuel to the burner in the sensethat it varies the admission of fuel with the demand for steam, since other means are employed for that purpose. In other words, I provide a device which will automatically reduce the supply of fuel to the burner at the instant the carriage is stopped or whenever the engine ceases to take steam, and this whatever be the temperature and quantity of the steam and without thought on the part of the operator.

Referring to the accompanying drawings, which illustrate an embodiment of my invention, Figure I is a vertical section ofa steampropelled carriage. Fig. 2 is an enlarged sectional detail view of the burner and its controlling device. Fig. 3 is a detail view, partially in section, of a slight modification. Fig. I is a plan view of the means illustrated in Fig. 3 for opening and closing the throttlevalve. and Fig. 5 a modification of my invention in which the reversing mechanism is employed to control the needle-valve ol the burner.

Referring to Fig. l, A represents a vehiclebody of any suitable construction, which is mounted on wheels A and A, the former being employed for steering and the latter for propelling purposes. Supported by the vehicle-frame in any suitable manner is an engine B, and sproclwt-chains B are employed to transmit motion from the engine to the driving-wheels. I may use a single engine for driving both driving-wheels, with a differential-gear connection between them, or I may employ two separate engines and connect each engine with a driving-wheel. Located in the rear of the vehicle is a 'tlash-boiler C, composed of a number of grids arranged in such manner that vertical flue-spaces are formed between the tubes in the several grids. Extending from the boiler is asteam-pipe D, the end of which is connected to the steamchest E. The admission of steam to the steam-chest, and consequently to the engine, is controlled by a throttle-valve F, which is arranged to be seated on a conical seat formed in the steam-chest E. Extending outward from the steam-chest and connecting with the cylinder G is a steam-pipe H. Consequently the'pressure on the cylinder Gr is the same as that on the steam-chest. The burner consists of a flat base-plate I, upon which is mounted the bent pipe J that communicates with the oil-tank J through the pipe J and an automatic fuel-feed regulator J of any suitable construction, Fig. 1. The upper end of the pipe J is provided with a head K. Communicating with this head is a second pipe L, somewhat smaller than the pipe J, and the two are united by means of the head in such manner that they form a triangle. The head K is preferably electrically welded to both tubes J and L, this being the only satisfactory way to join metal parts which are subjected to great variationsin temperature. By arranging the pipes J and L in the form of a triangle they are brought in proximity to the burner, and the oil from the tank J is readily changed to vapor beforeitreaches the burner. The burner consists of a casting M, having two trays or receptacles, one of which contains a body of asbestos N or some similar material used for starting the burner into operation. Mounted within a boss formed on the burner is a casting O. This casting communicates with the pipe L and is provided at its upper end with a removable plug 0, having a central hole through which the needle 0 is adapted to project. Situated directly over the needle-valve is an adjustable bafiiingplate L, which is arranged to distribute the flames from the burner. The needle is not quite so large as the hole in the plug 0 and is so designed that when inserted in the hole, as indicated in Fig. 5, it will permit a certain amount of vapor to escape from the tube L and be burned, the amount of vapor thus consumed being sufficient to keep the parts hot, so that there will be no trouble in startingup. The needle-valve constitutes a secondary regulator and is notintended to regulate the passage of fuel to the burner under ordinary conditions of running. This is taken care of by a special system of regulation which forms the subject-matter of another application. Secured to the lower end of the needle-valve stem by a pin-and-slot connection is a pivotlever P. Mounted for movement in the cylinder G is a piston G, which is connected to the lever P by a loop connection containing a small antifriction-roller. In order to overcome the friction of the moving parts, an extension-spring G is provided. This spring is not intended in the present instance to act as a regulating-spring; but it may be so de signed, if desirable.

The action of my invention is as follows: Assuming that the vehicle has been in use and all of the parts are in a working condition and that it is necessary for some reason or other to leave the vehicle standing idle, the throttle-valve F is moved to a position where it will close the passage of steam from the boiler to the steam-chest, and therefore to the engine. This will relieve the pressure on the pipe H and cylinder G, and the spring G will move the parts upward, so that the needle 0 will enter the hole in the plug 0 and cut off the major supply of the fuel irrespective of any other regulator or regulators on the vehicie. On the other hand, assuming that the vehicle has been standing at rest for some time with the burner-flame greatly reduced by reason of the needle-valve and it is desired to start the vehicle, it being assumed sufficient fire has been maintained to keep the boilertubes hot, the throttle-valve F is moved in the direction to admit steam to the steam-chest and engine, and as this is done the pressure on the pipe H and cylinder G rises to a point where the piston G is immediately forced outward into the position indicated in Fig. 2. Under this condition the maximum amount of fuel which is permitted by the other regulating devices on the vehicle is admitted to the burner. The action of the piston G is quick, so that the needle-valve is instantly Withdrawn from the plug as soon as steam is admitted to the steam-chest.

Referring to Fig. 3, I have shown a slight modification,wl1erein the opening and closing of the needle-valve is controlled manually through the operation of the throttle-valve F. In addition to this I have illustrated a single throttle-valve arranged to control the admission of steam to-two engines, both engines being arranged to receive steam from a boiler having a burner such as described in connection with Fig. 1. A casting Q is provided, which is chambered out to receive the end of the steam-pipe D and those of the pipes Q and Q extending to the engines. In addition to this the casting is chambered out to form the seat for the throttle-valve, which valve consists of a tapered stem F passing through an ordinary stufling-box. On the lower end of the throttle F is an eccentric F and surrounding this eccentric and pivotally and adjustably connected with the valve-stem F is an eccentric-strap F The eccentric is supported in position in a casting R, which is provided with outwardly-extending lugs or projections. Surrounding the casting Q are bands R, and extending between the bands and the lugs on the casting R are rods R which are more or less flexible. By means of these rods and the pivotal connection between the eccentric-strap and the valve-stem F considerable motion between the operatreversing mechanism of the engine.

ing-handle and the throttle-valve is permitted. In all vehicles there is more or less vibration when the parts are running, and this arrangement prevents all such vibration without in any way alfecting the operation. On the lower end of the throttle-valve stem is a windingdrum T, and this drum is connected by a flexible connection T, which passes over idlers T, with the pivoted lever P. carrying the needlevalve. The relation of the winding-drum and the needle-valve is such that a very small movement of the throttle will give the maximmn opening of the valve, so that the continued rotation of the throttle will do no more than to move the needle down without in any way enlarging the opening. Assuming that the needle-valve is in place and all the parts are warm and that it is desired to start the vehicle, the throttle F is turned in a direction to withdraw the valve F from its seat. When this is done, steam is received from the pipe I) and admitted to the pipes Q and Q, leading to the engines. At the time the valve is opened the drum T winds up more or less of the flexible connection T and withdraws the needle from the valve. The adjustable spring It is arranged to have SUII'ICIGDIZ power to coinpensate fort-he friction and weightof the moving parts. If desired. this may be employed to assist in the regulation.

Referring to Fig. 5, I have shown a further moditication, wherein the action of the needlevalve is controlled by the reversing mechanism. This arrangement does not require any thought on the part of the operator, since it is the common practice to bring the reversing mechanism to the stop position. On the other hand. it is possible, of course. to stop the vehicle without altering the condition of the neodle-valve, whereas with the devices previously described the movement of the throttle to the closed position will reduce the burner-flame. In the tigure referred to F indicates the throttle stem or handle, and surrounding the throttle-stem is a tube U. The upper end of the tube is provided with a handle U and about midway its length is provided with a pinion U". which meshes with a rack V. Mounted in suitable bearings on the engine B is a camshaft B" which shaft is driven by a sprocket B" from the main shaft of the engine. Splined on the shaft is a cam B, which, together with the valve-operating lever B, constitutes the The sleeve B" is provided with two cam-surfaces for actuating the valve-lever, and between the cams is a short cylindrical space, so arranged that when the roller on the end of the valve-operating arm B is traveling thereon steam is not admitted to the engine. Located at the lower end ofthe tube U is a windingdrum T, and extending from the windingdrum to the needle-operating lever P is a flexible connection T, suitable idlers T being provided to carry the said connection.

- ton to actuate the needle-valve.

As shown in the figure, the needle-valve is in its operating position and the reversing-handle U is at the stop position. Rotation of this handle in either direction from the position shown will cause the winding-drum and flexible connection to open the needle-valve and also to set the cam-sleeve B in an operative position. The parts are so arranged that a very small angular movement of the operating-cam U is sufficient to open the needlevalve and permit the maximum amount of fuel to enter the burner. In this case, as with those previously described, it is not intended that the needle shall act as a regulator for the burner under varying conditions of loads, but merely when the vehicle is brought to a standstill or when the. supply of steam to the engine is cut off to insure the reducing of the burner-flame to an amount which will not injure the boiler-tubes.

In starting a vehicle of this type it is customary to saturate the asbestos N, Fig. 2. with kerosene and then to touch a match to the \VlCh' extending down therefrom, in the meantime oil or other fuel being admitted to the pipes J and L. Any fuel which runs out of the burner in a liquid form is caught in the tray M and assists to lteep the asbestos burner N in action.

If it is desired to temporarily admit the maximum amount of fuel to the burner in structures such as Figs. 1 and 2 without actually moving the vehicle, the reversing mechanism can be brought to the stop position and the throttle Fopened. This will permit steam as soon as it is formed to pass through the pipe H into the cylinder (it and cause the pis- In Fig. 3 this same thingcan be accomplished by setting the reversing mechanism at the stop position and moving the throttle F. In Fig. 5 the needle may be withdrawn from the plug by closing the throttle and moving the reversing-hamlle U to an operative position.

The burner construction is not claimed in this appli *ation, as the same has been divided out in accordance with the remiirement of the Patent Oflice and made the subject-matter of a separate application, Serial No. 86,036.

In accordance with the provisions of the patentstatutes I have described the principle of operation of my invention, together with the apparatus which I now consider to represent the best embodiment thereof; but I desire to have it understood that the apparatus shown is only illustrative and that the invention can be carried out by other means.

\Vhat I claim as new, and desire to secure by Letters Patent of the United States, is-

1. In combination, a boiler, a burner therefor, a valve which constantly tends to partially close the opening of the bu rner,a motmgmeans controlling the supply of motive fluid thereto, and means operating said controlling means and burner-valve.

IIO

ITS

2. In combination, a boiler, a burner therei needle,aneng1ne,and a controlling mechanism for, a valve for varying the size of the opening of the burner, means exerting pressure upon the valve tending constantly to close the opening, an engine, and means controlling the engine and adapted to open the burner-valve.

3. The combination of an engine, a boiler, a burner therefor, having a fuel-opening, and a means actuated by the engine-pressure for varying the size of the burner-opening.

4. In a vehicle, the combination of a boiler, a burner therefor, an engine provided with a throttle-valve, a needle-valve for controlling the action of the burner under certain conditions, and means controlled by the pressure between the throttle-valve and the engine for actuating said needle-valve.

5. In combination, a boiler, a burner therefor. a valve adapted normally to partially close the opening of the burner, a tension device acting upon the burner-valve, an engine, a supply connection therewith and the boiler, means controlling the supply of steam therethrough, and means operatively connected with the tension device and controlling means for regulating the burner.

6. In a self-propelled vehicle, the combination of an engine, a boiler, a burner, a source of fuel-supply therefor, means for regulating the engine, a regulator for the burner which in its initial position is capable of only partially closing the opening thereof, and an actuator for controlling the burner-regulator and said means for regulating the engine.

7. In a self-propelled vehicle, the combination of an engine, a boiler, a burner therefor, a regulator for the burner, a piston and cylinder for actuating the regulator, and a connection between the steam-chest of the engine and the cylinder for admitting steam at engine-pressure to the cylinder.

8. In a steam-propelled vehicle, the combination of an engine, a boiler, a burner, a regulator, a piston and cylinder for actuating the regulator, and manually-controlled means for admitting steam to the cylinder which actuates the regulator.

9. In a self-propelled vehicle, the combination of an engine provided with a throttlevalvc, a boiler, a burner, a regulator for the burner comprising a needle-valve and a pivoted lever, a piston and a cylinder for actuating the needle through the lever, and a steam connection extending from a point between the throttle-valve and the engine to the cylinder whereby the pressure on the latter is always maintained the same as that on the engine.

10. In combination, a burner havingafuelopening, a needle-valve arranged to enter the opening and to restrict the size of the opening to permit adelinite minimum amount of fuel to pass, a pivoted lever for actuating the for the engine which also controls the movement of the lever.

11. In combination,a burner,means for positively opening the jet-orifice thereof, a separate means for closing the same,an engine, and a controlling device therefor which is adapted to operate the positive means for opening the orifice of the burner.

12. In combination, a burner, a valve held normally in a position to partially close the opening of the burner,an engine,a boiler heated by the burner, and means controlling the supply of steam from the boiler to the engine and adapted to open the valve of the burner.

13. In combination, a boiler, an engine, means for opening and closing the supply of steam from the former to the latter, a burner for the boiler, means capable of only partially closing the opening of the burner, a spring acting upon said. means to cause a tendency to constant closure of the burner-opening, and means common to both the above-named means whereby they open simultaneously.

let. In combination, a boiler, an engine, a controlling device therefor, a burner for the boiler. means tending normally to partially close the opening of the burner, and means operating the controlling device and the means adapted to partially close the opening of the burner.

15. In combination.a boiler,a burner therefor,a steam-actuated regulator for the burner, an engine, and means for simultaneously controlling the supply of steam to the engine and also to the regulator.

16. In combination,a boiler,a burner therefor, an engine, acontroller for varying the pressure of steam supplied to the engine, and a regulator for the burner which is subjected to steam-pressure that varies directly with the pressure of the steam supplied to the engine.

17. In combination,aboiler,aburner,avalve therefor which tends to maintain the fuel-pressure constant and at adelinite minimum,an engine, a throttle, and a regulator for the fuelcontrolling valve which is actuated by steam supplied through the throttle for varying the pressure of the fuel correspondingly with the engine-pressure.

18. In combination,a boiler,a burner therefor,a regulator for the burner-,an engine, and a single controller which supplies steam to the engine and to the burner-regulator.

In witness whereof I have hereunto set my hand this 14th day of November, A. D. 1900.

HERMAN N LEMP.

IVitnesses:

ALEX F. MAcDoNALD, DUGALD MoKILLor. 

